Greg Kable

BMW i3 Electric Car

2014 BMW i3 Electric Car

Sub-zero temperatures are like poison for electric cars, zapping the energy from their batteries and reducing their range. However, BMW claims its radical i3 city car is more than fit for the challenge.

Before the i3 makes it world debut in final showroom-ready guise later this year before going on sale in Australiain 2014, Drive was invited to join a team of engineers in the extreme climate of north Sweden as they put the final winter test miles on a series of near-to-production mules.

As we arrive at BMW’s test centre in Arjeplog, ground central to the European automotive industry’s winter test activities, it is the i3 that whirrs its way out of the workshop first for us to ride in.

The tall stature of the little hatch is a big departure from existing BMW models, but when you see it up close you’re aware that it has the stance to carry off its height. To put it in perspective, the i3 is 120mm longer and 132 taller than current Mini Cooper and also boasts 200litres of luggage space behind the rear seats, which is 40L more than the British-built icon.

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Even with the light disguise that covers the prototype, it appears well planted, in part due to its standard 19-inch wheels, chosen to provide greater clearance for the battery mounted in the floor of the platform structure and shod with narrow low-rolling resistance 155/70 profile front and 175/65 profile rear tyres.

Its height isn’t all that is unconventional about the i3’s body. Owing to the inherent stiffness of its carbon fibre body structure, the windows are frameless and there’s no B-pillar between the normal front-hinged and rearward-swinging back doors.

As I swing the front one open it becomes obvious that this is a car you climb up in to, rather than climb down in to. And while the rear doors look heavy with substantial width to conform to tough side impact regulations, particularly in the US, but with plastic panels and an aluminium frame, they’re considered vital in providing the i3 with the sort of every day practicality BMW deems necessary to make it a success. They help ease entry to the rear, and unlike the Mini Clubman, there’s one on either side, not just the right.

Inside, the i3 impresses with a clean and uncluttered driving environment devoid of a centre stack. All the controls, including a stubby gearlever that sprouts from steering column and a pair of digital screens, are concentrated within a horizontally themed dashboard, freeing up space between the driver and passenger and helping to provide the cabin with feeling of genuine space.

Sitting in the driver’s seat is Patrick Mueller, head of BMW i drivetrain development, who reveals the i3 will be offered with two powertrain options; a fully electric model with a 125kW/250Nm motor driving the rear wheels through a fixed-gear transmission and a range-extender model featuring an additional 650cc two-cylinder petrol engine (from a BMW scooter) that can double its driving range to over 300km.

We’re in the former, and Mueller admits it has been calibrated in much the same way as the 1-series ActiveEin which it borrows its electric powertrain, with a heavily sprung throttle feel, instant acceleration and an aggressive recuperation mode aimed at recovering as much kinetic energy as possible.

“It’s an approach that will set our cars apart from the electric car competition,” he suggests.

When the driver backs off the throttle the electric motor acts as a generator, providing sufficient levels of retardation that the brakes are rarely required. It’s so aggressive that BMW has programmed the LED brake lights to illuminate when you lift the throttle.

It doesn’t take long to realise the i3 is already at an advance state of development. The prototype I rode in felt solid, even if there was the odd rattle from the makeshift disguise covering parts of the interior. But what really grabbed my attention was its overall agility and, in trying conditions with those narrow tyres, excellent traction.

Watching on as Mueller threaded the around the car park of BMW’s winter test facility and out on to public roads, it appeared to possess all the qualities that will be required to make it perfectly suited to city use, including an excellent turning circle of less than 10 metres.

With a kerb weight of 1250kg, it accelerates in truly impressive fashion thanks to the ability of its electric motor to deliver an instant and quite sizeable slab of torque. Straight line performance is roughly on par with the Mini Cooper S, with BMW claiming 0-100km/h in 7.2sec and 80-120km/h in 6.0sec. The top speed of the production version will, however, be limited to around 150km/h to protect the charge of the battery.

Just how entertaining the i3 is displayed by Mueller when he whips the compact hatchback for two complete laps around a giant skid pan with an armful of opposite lock and wild oversteer without ever backing off.

“Despite the electrification of the drivetrain, it remains true to the BMW philosophy in terms of its dynamic character,” he offers with a smile.

We won’t know for sure until we actually get to drive it for ourselves later this year, but if our time spent in the passenger seat told us anything at all, it’s that the i3 will not only provide a high level of manoeuvrability but should also prove an entertaining proposition on less congested roads as well.

23 comments so far

I'm very happy to hear that it is rear wheel drive, this has made my day. I don't care if no one else is bothered about what wheels are driven in an eco car, I do. Well done BMW!

Commenter

HarryB

Location

Date and time

February 26, 2013, 2:30PM

Yes. And with 250nm available from 0 RPM, it would be most amusing to see it drifting alongside the usual Japanese turbo cars.

Commenter

GPW

Location

Date and time

February 27, 2013, 12:42PM

I wanna get that paintjob so everyone thinks I'm driving a prototype.

Commenter

Spex

Location

Sydney

Date and time

February 27, 2013, 11:47AM

Very funny, Dude!

Commenter

Elise

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Date and time

February 27, 2013, 9:32PM

It sounds very impressive. Just because it's a small car and just because it's electric doesn't mean it can't be a fun, sporty drive. I hope they can get it out at a reasonable price point.

Commenter

CaseThree

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Date and time

February 27, 2013, 12:02PM

Now if they can get the price right it will be a winner.RWD electric with practicality and decent range...could it be the first real-world electric car?

Commenter

Andy

Location

Melb

Date and time

February 27, 2013, 12:21PM

Advice from BMW suggests the i3 will be priced at $75,000 odd in Australia, consequently it will only attract fairly high end buyers. I'm hoping the yet to be seen Mercedes A / B class electric vehicles will be more affordable.

Commenter

Yes Minister

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Woop Woop

Date and time

February 27, 2013, 12:29PM

At that price, they probably shouldn't bother... It will not sell.

Commenter

Alfa_male

Location

Hawthorn

Date and time

February 27, 2013, 2:01PM

125kW - that's a pretty big motor. Assume that is the peak power. The continuous rating would be around a third of that. Eg mini electric 150kW peak, 50kW continuous.

Commenter

PMCD

Location

Sydney

Date and time

February 27, 2013, 12:31PM

Did I read that right, 125kW? Seems a little high for such a small car. And where does the 30kWh battery fit in there for 150km range? Those specs are off the i3 website and it appears they haven't changed them with the prototype, however I doubt very much the car pictured actually attains 125kW or 150km range. Not to mention, no price point identified, probably cost as much as a chevy colt !